Stop members in ships

ABSTRACT

This invention relates to a stop permitting the limitation of the angular clearance of the rudder blade of a ship, constituted by a first support piece disposed on one of the two elements, i.e. structure of the ship or one of the members controlling the orientation of the rudder blade, and by a second support piece disposed on the other element, i.e. one of the members controlling the orientation of the rudder blade or structure of the ship, these two support pieces being capable of interfering in the course of the orientation of the rudder blade, wherein at least one of the two support pieces is provided with a device for adjusting its position relative to the element on which it is disposed, this adjusting device being known per se and the corresponding adjustment being capable of being effected during operation of the ship on which said rudder blade is mounted.

United States Patent Taboultier et al.

1 June 25, 1974 STOP MEMBERS IN SHIPS [75] Inventors: Paul J.Taboultier, Ville DAvray;

Rene J. Abgrall, Brest, both of France 22 Filed: Jan.l1, 1972 21App1.No.:2l6,933

[ 30] Foreign Application Priority Data- Jan. 18, 1971 France 71.01520[52] US. Cl 114/170, 114/16 F [51} Int. Cl B63h 25/34 [58] Field ofSearch 114/170, 162, 172, 16 R, 114/16 F, 126

[56] References Cited UNITED STATES PATENTS 1,192,546 7/1916 Murphy114/16F 2,572,134 10/1951 Gliwa 114/162 X FOREIGN PATENTS ORAPPLICATIONS 957,948 5/1964 Great Britain 114/144 R 10/1921 Norway..l14/l70 7/1961 Germany 114/162 Primary ExaminerTrygve M. BlixAssistant ExaminerStuart M. Goldstein Attorney, Agent, orFirm-Fitzpatrick, Cella, Harper & Scinto [57] ABSTRACT This inventionrelates to a stop permitting the limitation of the angular clearance ofthe rudder blade of a ship, constituted by a first support piecedisposed on one of the two elements, i.e. structure of the ship or oneof the members controlling the orientation of the rudder blade, and by asecond support piece disposed on the other element, i.e. one of themembers controlling the orientation of the rudder blade or structure ofthe ship, these two support pieces being capable of interfering in thecourse of the orientation of the rudder blade, wherein at least one ofthe two support pieces is provided with a device for adjusting itsposition relative to the element on which it is disposed, this adjustingdevice being known per se and the corresponding adjustment being capableof being effected during operation of the ship on which said rudderblade is mounted.

6 Claims, 7 Drawing Figures PATENTEDJUHZSW $318,853 SHEET 1 OF 2 Inventor A Home y PATENTEIJJUNZSW SHEET 2 0F 2 I n ventor Attorney STOPMEMBERS IN SHIPS The present invention relates to a stop member enablingthe angular clearance of the rudder blade of a ship or vessel to belimited for reasons of security.

In the field of naval construction, several types of stops as mentionedabove are already known. In particular it is known to dispose end stopson the device controlling the direction of the rudder of a vessel inorder to maintain the angle of orientation between two given limits. Inanother sector of naval construction, an outer fixed stop is also oftendisposed on the device controlling the hydroplane of a sub-marine inorder to limit the angle of orientation of this hydroplane with respectto the submersion of the sub-marine. I

In any case, the stops provided are fixed and hav only one position.This mode of procedure has up to now appeared sufficient for the safetyof the vessels. However, vessels of high tonnage have recently been madehaving a maximum speed considerably greater than that of earliervessels. This development has moreover included both surface vessels andsub-marines. Sea-men'can no longer be contented with fixed stops thathave heretofore been provided, as they are no longer adapted to assurethe safety in manoeuvring that is expected of them.

The invention intends to remedy this state of affairs and to this endproposes a new type of stop.

The invention has firstly for its object a stop permitting thelimitation of the angular clearanceof the rudder blade of a vessel,constituted by a first support piece disposed on one of the twoelements, i.e. structure of the ship or one of the members controllingthe orientation of the rudder blade, and by a second support piecedisposed on the other element, i.e. one of the members controlling theorientation of the rudder blade or structure of the ship, these twosupport pieces being capable of interfering in the course of theorientation of the rudder blade.

At least one of the two support pieces is provided with a device foradjusting its position relative to the element on which it isdisposed,this adjustment device support piece with respect to the element onwhich it is disposed, as well as a device for marking this relativeposition by remote control.

In addition, the two support pieces are often disposed inside the hullof the ship, whilst the first support piece, which is disposed on thestructure of the ship, is coupled with the strong hull of said ship.

The invention also has for its object a sub-marine using a stop memberaccording to one of the preceding types. The rudder blade of thesub-marine, provided with the stop member, is constituted by thehydroplane of said sub-marine, whilst the stop member is capable oflimiting the angular amplitude of orientation of said hydroplane in thedirection corresponding to the submersion of the sub-marine.

The invention will be more readily understood and secondarycharacteristics as well as their advantages will appear in the course ofthe following description of embodiments given by way of example. It isunderstood that the description and drawings are given only by way ofindicative and non-limiting example.

Reference will be made to the accompanying drawings, in which:

FIG. 1 is a view with part section of the device controlling thehydroplane of'a sub-marine.

FIGS. 2, 3 and 4 show three variant embodiments of a stopaccording tothe invention, disposed on the control device of FIG. 1.

FIGS. 5 and 6 show another embodiment of the device for controlling thehydroplane of a sub-marine.

FIG. 7'shows the stop member in detail, disposed on the control deviceof FIGS. 5 and 6.

Referring now to the drawings, FIG. 1 shows the rear of a submarine. Thehull l separates the interior 2 of the sub-marine from the outside 3. Atransmission rod 4 passes through the hull 1 at right angles to astuffing box 5 and is coupled on the one hand by a coupling 6 to thecontrol rod 7 of the manoeuvring jack 8 for the hydroplane 9 of thesub-marine, and on the other hand by a slide 10 to the connecting rod 11controlling the rudder bar 12 connected to the hydroplane 9.

The rudder bar 12 and the hydroplane 9 are integral with the axis ofrotation 13 articulated to the hull l of the sub-marine. Moreover, thecylinder 14 of the jack 8 is integral with the resistant structure 15 ofthe submarine, which is itself integral with the hull l. A shoulder 16is disposed on the rod 7 of the jack 8 and may interfere with a catch 17attached to the resistant structure l5.

The attachment of the catch 17 to the structure 15 is shown in detail inFIG. 2. It will be noted that the catch 17 is mounted to slide parallelto the rod 7 with respect to the structure 15, its position beingadjustable by means of a screw 18 mounted to rotate on the structure 15.The screw 18 of indefinite continuous length is coupled to a drive motor19, the control of this motor 19 comprising moreover one or moreposition switches 20 which may provoke the stopping of said motor whentheir contact is in abutment on the stop 17. On this subject, the twofollowing points will be noted: as a general rule, it is preferred onthe one hand to select the operation, in the control of the motor 19, ofa given switch 20, by remote-control, from the bridge of the ship forexample; on the other hand, to mark, also by remote control, theposition of the catch 17. The remotecontrolled selection and markingwhich may be effected independently, by means known per se, are,however, advantageously effected solely by selecting the switch 20.Finally, it will also be indicated that the selection often depends uponat least one parameter of operation of the ship, advantageously andpreferably upon the speed of movement of said ship.

Of course, the embodiment of the mechanism adjusting the position of thecatch 17 comprises numerous variants. Two such will be indicatedfirstly, which relate to the kinematics controlling the orientation ofthe hydroplane 9 described in FIG. 1.

The first of these two variants is shown in FIG. 3. In this variant, theshoulder disposed on the rod 7 is constituted by one of the faces of thecoupling 6. The catch 17 is then mounted to slide radially with respectto the rod 7. Its radial displacement is selected by the position switch20, which has been switched on, whilst its axial section (shown in FIG.3) may then present a succession of steps constituting as many distinctsupport areas 3 for the coupling 6. Moreover, a plurality of othercatches, such as catch 17a, similar to catch 17, may be provided andthen have controls for adjusting their synchronised positions.

The second'variant is shown in FIG. 4. It differs from that of FIG. 3only by the rotation assembly of the catch 17, coaxially to the rod 4and the configuration of the coupling 6 which, as shown, is eccentricwith respect to the rod 7. There again, this catch 17 has an axialsection which presents a succession of steps, connected continually ornot, which constitute as many distinct support areas for the coupling 6.

The position is selected by the motor 19. These two latter variantshave, of course, the remote-control selection and marking devicessimilar to that described with regard to the device of FIG. 2, and it isnot necessary to describe them again.

The device controlling the hydroplane 9, instead of having thekinematics of FIG. 1, noteworthy by the translatory passage through thehull l of the transmission rod 4, may comprise, in a variant, kinematicshaving a rod manoeuvring the hydroplane 9, mounted to rotate in thehull 1. This is the case in particular of the device shown in FIGS. 5, 6and 7.

FIG. 5 shows a partial axial section of the sub-marine, whilst FIG. 6 isa partial transverse section along VI-Vl of FIG. 5. It will be noted inFIGS. 5 and 6 that the rod 7 is articulated directly to the'rudder bar12 integral in rotation with the axis of rotation 13, which passesthrough the hull 1 by means of stuffing-boxes 21. The cylinder 14 of thejack 8 is moreover articulated to the resistant structure 15, about axis22. The catch 17 is again found coupled to the structure 15 and capableof interfering with a projection 23 integral with the axis I3. The catch17 is mounted to slide transversely with respect to the axis 13, whilstits position is adjustable by means of the screw 18 coupled with themotor 19. This catch 17 also has the above-mentioned stepped section.

More points relating to the various arrangements described will furtherbe specified.

It has been indicated that the catch 17 was adjustable in position onits support (the resistant structure 15). It is obvious that it issufficient for one of the two support pieces constituting the stopmember to be adjustable in position, the catch l7 being able to befixed, but the shoulder 16, or coupling 6, or the projection 23 thenbeing adjustable in position on their respective support.

Furthermore, the catch 17 has always been disposed in order to limit theangular clearance of orientation of the hydroplane 9 in the directioncorresponding in fact to the submersion of the sub-marine. However, itis understood that this catch 17 may cooperate with the second supportpiece of the stop in order also to limit the angular clearance in thedirection corresponding to the rise to the surface of the sub-marine;the catch 17 is therefore, in certain embodiments, capable of havingdouble effect; concerning the manoeuvre for rising again to the surface,it will have been noticed that the arrangement of the hydroplane 9 issuch that the resultant of the stresses due to the hydrostatic pressureof the water has an effect tending to orient said hydroplane in thedirection corresponding to the rise to the surface.

Finally, it will be noted that the preceding description. relating tothe limitation of the angular clearance of orientation of the hydroplane9 is entirely applicable to all rudder blades of ships, surface orsub-marine, and is in particular applicable to the limitation of theangular clearance of the rudders.

The advantage obtained from adjusting the limitation stops describedresides in the possibility of permanently adapting the position of saidstops to the speed of movement of the ship. This is very important, asthe dynamic stresses at high speed lead to too quick a submersion if thelimitation is ensured only fixed stops provided for movement at averageor low speeds, this submersion possibly endangering the submarine. Itcould have been thought to limit further, still by fixed stops, in orderto avoid this too great rapidity of submersion at high speed, but thenthe submersion at average or low speeds would have been too slow andwould have been a hindrance for the manoeuvring performances of theship.

The adjustment of the stops according to the invention obviates thedisadvantages of the fixed stops. This adjustment is advantageouslyremotely controlled and marked, according to what has been indicated andis even preferably dependent on the speed of movement of the ship.

Finally, it is understandable that the position of the support pieces,catch 17 and shoulder 16, or coupling 6, or projection 23, in the inside2 of the hull l, contrib utes to ensuring a good protection for themechanisms adjusting the stops.

We claim:

1. Apparatus for limiting the angular clearance of a hydroplane of asubmarine having a resistant structural member disposed adjacent saidapparatus, said apparatus including a control member substantiallydirectly linked to said hydroplane for controlling the orientation ofthe hydroplane, a first support piece disposed on one of said members,and a second support piece disposed on the other of said members, saidsupport pieces being positioned relatively to one another to be capableof interfering with one another in the course of orientation of thehydroplane thus to positively mechanically link the limiting apparatusto said hydroplane to limit the maximal angular amplitude of orientationof the hydroplane in a direction corresponding to movement of thesubmarine substantially in a vertical plane, and means for adjusting theposition-of one of said support pieces relative to the member on whichit is disposed.

2. Apparatus according to claim 1, wherein said adjusting meanscomprises meansmounting said one of said support pieces for transitionalsliding movement, and driving means for effecting said sliding movement.

3. Apparatus according to claim 2, wherein said driving means comprisesa threaded element, a screw element and a drive motor connected to oneof said elements, the other said element being fixedly mounted.

4. Apparatus according to claim 3, wherein said screw element is fixedto the output shaft of said drive motor and said threaded element isrestrained against rotation.

5. Apparatus according to claim 1, wherein both suppled to the hull ofthe submarine.

1. Apparatus for limiting the angular clearance of a hydroplane of asubmarine having a resistant structural member disposed adjacent saidapparatus, said apparatus including a control member substantiallydirectly linked to said hydroplane for controlling the orientation ofthe hydroplane, a first support piece disposed on one of said members,and a second support piece disposed on the other of said members, saidsupport pieces being positioned relatively to one another to be capableof interfering with one another in the course of orientation of thehydroplane thus to positively mechanically link the limiting apparatusto said hydroplane to limit the maximal angular amplitude of orientationof the hydroplane in a direction corresponding to movement of thesubmarine substantially in a vertical plane, and means for adjusting theposition of one of said support pieces relative to the member on whichit is disposed.
 2. Apparatus according to claim 1, wherein saidadjusting means comprises means mounting said one of said support piecesfor transitional sliding movement, and driving means for effecting saidsliding movement.
 3. Apparatus according to claim 2, wherein saiddriving means comprises a threaded element, a screw element and a drivemotor connected to one of said elements, the other said element beingfixedly mounted.
 4. Apparatus according to claim 3, wherein said screwelement is fixed to the output shaft of said drive motor and saidthreaded element is restrained against rotation.
 5. Apparatus accordingto claim 1, wherein both support pieces are disposed inside the hull ofthe submarine.
 6. Apparatus according to claim 1, wherein the supportpiece disposed on said structural member is coupled to the hull of thesubmarine.